Train signaling and controlling system



Aug.. 9 192% 1?@3834 J. SZUCHY TRAN SIGNALING AND CONTROLLING SYSTEMFiled June 19, 1923 5 Sheets-Shee1l l INVENTOR dma/m zew/y ATTOR N LY y,hmmm Aug 9 wm J. swam' TRAIN SIGNALING AND CONTROLLING SYSTEM Filed June19, 1925 5 Sheets-Sheet 2 ff f .f

MTORNEY l 1,638,354 Aug. 9 i923 J, zUCIi-EY TRAIN SIGNALING ANDCONTROLLING SYSTEM Filed June 19, 1925 -5 Sheets-Sheet 3 Aug. 9, 1927.,196385154 J. SZUQHY TRAN SIGNALING AND CONTROLLING SYSTEM Filed June 1S,1923 5 Sheets-Sheet 4 INVENT OR ATTOR N uga. 9,

TRAIN SGNALNG AND CONTROLLING SYSTEM Filed June 19. 1923 ,5 Sheets-Sheet5 Patented 23mg. 9, i921?.

iiililtTED STATES JOSEPH SZUCHY, OF :PERTH AMBOY, JERSEY.

TRAIN SIGNALING AND CONTROLLING SYSTEM.

Application filed June 19, 1923. Serial No. 646,486.

rlhis invention relates to improvements in safety devices tor railwaysin order to prevent collisions and is specially adapted herein toelectric locomotives although the principles disclosed could be readilyapplied to steam locomotives by those skilled in the art.

iin object of my invention is to provide an apparatus carried by thelocomotive that will automatically operate to stop a train whoseengineer has disregarded a danger signal, as for example, a semaphoreset against him, manually, or automatically by a train in the precedingblock.

Another object is to provide means for stopping the train in a gradualmanner with a view to the comfort ot' the passengers which is attainedby several interrupted applications ot theib ake in conjunction with theshutting otlA et the power, prior to a final application of sucientduration to completely stop the train.

Another object is to provide, in addition to the automatic brakeapplication, signals both visible and audible to the engineer which areoperated simultaneously with each aplilication of the brakes andlikewise inter rupted several times which emphasizes further theireffectiveness.

Still another object is the provision of means for automaticallyrestarting the train such restarting mechanism being controlled by thetrain ahead and thereby operated after that train has cleared theforward block. m

Further objects will presently appear throughout the followingdescriptions, the invention consisting of details of construction and inthe arrangement and combination of the parts as will he more fullyhereina-iter pointed out and described.

lin the accompanying drawings forming a part hereof,

Fig. 1 is a side elevation of an electric locomotive equipped with myflexible shoes and controlling mechanism connecting with the powercircuit and air brake apparatus.

Fig. 2 is an enlarged vertical section through the casing of thecontrolling mechanism as indicated in the line 2-2 oit' Fig. 3 with theparts within shown in elevation.

Fig. 3 is a plan view of Fig. 2 with the casing broken out.

Fig. l is a vertical section on the line of rig. e.

Fig. 5 is a similar view on the line 5--5 of Fig. 3.

Fig. 6 is an enlarged elevation of the lo wer portion ot' Fig. 1.

Fig. 'l' is an end elevation of Fig. 6 as viewed from `the right.

F ig. 8 is a horizontal section on the line 8 8 oi Fig. 7.

Fig. 9 is a plan view ot a portion of a railroad track provided withspecial signal rails and with my controlling mechanism showndiagrammatically applied thereto in connection with an electriclocomotive and,

Fig. 10 is an elevation oi a semaphore electrically related to mycontrolling mechanism and with the lower portion shown in sectiondisclosing the operating mechanism.

Referring to the drawings 1 and 2 desig 'nate the usual parallel trackrails arranged in sections to provide blocks by insulation 3electrically separating rail 1 of a block 4. from the continuing rail 5of a succeeding block 6. The usual power 'ail for elec@ trically driventrains is indicated at 7 and a. series of special rails 8, 9 and 10separated from each other and of progressively increasing lengthrelative to the direction of travel of the train, are shown securedmidway between the rails 1 and 2. I

These rails are electrically connected in parallel by a conductor 11forming part ot a circuit including a battery 12.

From the battery 12 a conductor 13 entersl a casing 1a ot' a semaphore15 and is connected to a cylinder 16 for pneumatically operating thesemaphore.

Electrically connected through the cylinder and the mechanism thereof isa contact 17 secured to a rod 18 for actuating the semaphore 15. u

Another contact 19 yieldable to compen sate for excessive movement ofthe rod 18 is secured to and insulated from the cylinder 16.

A conductor 20 leads from the contact 19 and is connected to rail 1 ofblock 4.

When the semaphore 1 5 is down as shown in Fig. 10 the contacts 17 and19 are separated and the above circuit is broken but when the semaphore15 is up as shown in Fig. 9 the circuit is reestablished by engagementof the cont-acts 17 and 19.

My controlling mechanism, carried by a train entering block 4 will nowbe actuated when contact is made by said train with any one of' therails 8, 9 or 10 and in amauner te be subsequently described herein.

To illustrate the operation ot the semen Dit phore apparatus, let usassume that the semaphore is held in lowered position as shown in Fig.l() by the air pressure underneath the piston 63, both valves 62and 63being` closed. As soon as the 'locomotive enters the block the rniaignet64 -,will. `'be energized since the two tree ends 80 and 3l of itscircuit, Fig. 10, arci-connected tothe two tracks in the block 6, as at80 and 8l', Fig, i9,.and,rin consequence, Vtheset-ot contacts will beswung to engage the set ot' contacts 66energizing vthe magnet 6,7 andturning' the` valve 62, so that 'thel compressed air underneath the`piston v68 may escape. rlhen, under the influence oi' the spring 69,

the semaphore 'l5 Iiselev'atedat once, giving warning that: thei blockis. closed. iUnder Vthe downward course otttheypiston 68 `andconnectingrodiltheretorithe contact l? will be engaged with ithe Contacti9, to close the circuit iincluding the signal railsrS, 49 and l0.

illhen the locomotive Afleavesthe block, the magnet 64 isde-energized sothat the set of contacts :65 are refengaged with the set et contacts 65nand since Vthe `4plate 170 is now in engagement `with the ldetent,conductor 7l, al circuit completed iwith lthe magnet '72 which isenergized Lto openthe valve 63.

The compressed :air then flows underneath the .piston 68 and againlowers the semaphore 15. ill-n this connection it will be observed ;thatwhen :the Icontacts :65 .are disengaged from the .contacts y'66 lthemagnets 67 will be kv@le-energized, permitting the spring-pressed coreto drop so as to close the valve 62 which operation is laccomplished just amoment before the energizationot the magnet '72. llVhen Athecompressed air has raised the piston 68 yto its limit, the detentconductor'fl will ride uponthe non-conducting plate :73, :breaking thecircuit and deenergizingfthe magnet 72, so that -the spring pressed corethereof may operate to .close the valve '63. 4li/loreover, it will beobserved that under the upward .movement ot the rod 18, the contact 17will be Adrawn `out of engagement withthe Contact 19, breaking theicircuit including the signal rails 8, 9 and l0.

'The pipeline 63 .leading tothe valve 63 is connected to a suitablesource of tluid pressure, and a relatively narrow auxiliary pipe line 82xleads itrom the .same directly to the cylinder 16, opening` underneathvthe piston .68 and @keeping` up the `air l,pressure therein against thevnatural leakage when `the piston 'is in its upper position, .whilepermit-ting an unliindered removal of ithe air through the valve 62.

In Fig'. `l an electric locomotive 21 is shown equipped with mycontrolling mechanism indicated at k22and with a pairof contact shoes 23anda special rail shoe 24, the former engagzhig fthe power rail `7 andthe latter-thesignalwnails 3,19 or 10.

rlfhese shoes are et special construction to provide anextremelytlexible contact member.

4They are suspended from the -trame ot the locomotive 2l in brackets 25and are provided attheir trontand rear ends with pairs ot upwardlyextending arms 26 and 2T terminating in tips 23 and 2i) bent :it rightangles in. diametrically opposed relation with respect to each pair otarms` said tips constituting hooks adapted to loosely engagethe-brackets and be silpl'iorted thereby.

A spring 30 is interposed between the brackets 25 and the shoes 23 and2t and tends to hold the shoes downvuirdly in contact withthe rails.

'Thisconstruction, as will be readily observed, will permit the shoes tomove freely in a universal manner and will ensure a more positive andContinuous Contact oE the shoeswith their respective rails. `Brushes 3lI are provided in trent ot each shoe to remove any obstruction from thepower or signal rails.

Reterring to Figs. 2, 3` 4L. and 5, 32 is a casing within which is thecontrolling mechanism 22 comprising a series ot electric magnets 33secured to the wall of said casing' and .adapted to Voperate an armature34 pivoted to a bracket 35 and provided with a .spring 36 for restoringit-to normal position.

Connected to the armature 34 are a pair ot ,links 37pivoted to crankarms 33 which are secured to a valve 89 and which are adapted tooseillate said valve when the armature 24 is oscillated.

rllhe valve 39 is provided 'with a passage way et() and is surrounded`by a casing 4l, which :is interposed vin a pipe line 42. one end ofwhich is connected to the train pipe 43 and :the other `end ft2 ol?which lfads to atmoslihere through openings Lll in the valve casing llsoithat when the valve 39 is rotated and the passage 40 iis brought intoregistration with said openings the train pipe will be opened with theconsequent application ot the brakes t5 in the usual welil known manner.In 9 l show in a diagrammatic way the connection ol my train pipe linebleeding and brake operating ,line 42 with a 4usual train compressed airpipe 'line 43 andra lVestin-ghouse air brake 941-. In the diagrammaticshowing' the character El() yindicates `the air tank ot `the ln'ake, Silthe brake fylinder,-92 the operating rmlconmect ed with the brake shoes455, O3 the `control valve, and l2 the usual lead to the atmosphere. Itis obvious that permitting 'the compressed air to escape ,through li nel2 .will set the brakes in operation, while the closing of line .42 willbuild yup the pressure in the control valve chamber and will cause thebrake to be ,released by the action oit its spring, as is well known inthe art.

llll

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neeeyrea Another pair of links a6, similar to links 37, are connected tothe armature 34 and are pivoted to crank arms l? between which andsecured thereto is a rod itl extending within casing 49 and providedwith an arm 59 constituting` a movable contact member adapted to contactwith a liked ci'intact incur ber 5lV insulated lfroin said casing 49.

Conductors 52 anelli?) lead from said contact members to thecoi'itroller boar 5l ot 'the locoiniiitive 2l and torni au open circuitwhich when closed by the u'iovenient o'l. armature. 34 and theconseqi'lent contaetinig` ot meinbers and 5l, will operate a circuitbreaker within said controller bon, whereby the pow er circuit will bebroken to stop the train motor 56. A diagrammatic View of' thecontroller box and the circuit breaker therein shown in Fig. 9. The mainor power eurrent reaches the controller box as at 83. passes through acontact maker and breaker 8G, normally held in closed position by aSpring 87, passes through the regular corr troller cylinder 85, operatedby the crank and leaves through the usual variable resistance contactsdel into line .and motor oli. The auxiliary or signal current enters thecontroller box as at 52 passes through an eleetromagnet 89, operating'the contact maker and breaker 86, and leaves through the lines 52 and 53when the contacts 59 and 5l are closed in boX 49.

This all takes place as above described when the contact shoe 9A engageseither ot the rails `e, 9, or 19 the shoe 2li having a conductor 57leading' therefrom 'through the controlling' mechanism 2:2 to a groundedcon nection in the locomotive whereby an energized circuit will beestablished as 'follows From the battery l2 through conductor ll 4to asignal rail 9 (see Fig'. 9) through contact shoe 2li to conductor 57 toeleetromagnets 39 to conductor 58, to ground and trom ground toconductor 29 to semaphore contacts l? and 19 and thence to batterythrough conductor 13.

Connected in parallel with the electromagnets 33 is a signal bell 59 andin series a signal light 69 constituting an audible and a visiblewarning signal to the engineer ot the presence of a 'train in the blockin advance also that his brakes and power have been influenced by theautomatic controlling mechanism.

Instead ot operating' a circuit breaker in an electric locomotive it isconceivable that the closing' of the contacts 50 and 5l could operateelectrically, a throttle ot a steam locomo'tive which in conjunctionwith the application ot the brakes in a. manner above described wouldalso stop a locomotive of this character and a train attached thereto.

liite'ferringv to Fig. 9 and more particularly to rails 8, 9 and 10which it will be noted are ot progressively increasing length withrespect to direction. of travel oit the train as indicated by the arrow,these rails are separated from each other and are oi" suitableproportion ttor the purpose ot uradiiially stopping; the traincontacting with them, I novidingr, olf course, there is a reason lorsuch stoppingI which has closed the circuit 'lor operating the stoppingmechanism.

lllhen rails 9 is engaged there will be a briet application ot' thebrakes ot a duration proportionate to the length olf said rail andsimultaneously with the shutting` oilA o'l the train power but all oliwhich will be insullicient to completely stop the train runninn atregular speed simply serving' to check the speed and warn the engineerby means et the signals 59 and 60 as to what is hapg'ieningr.

l.When the shoe 24 leaves the rail. 9 and be iore reaching the rail 9the circuit within the locomotive is de-energized again tor a briefperiod but when the longer rail 9 is reached there will be aproportionately longer au plication of the brakes and an interruptionolg the power for a corresi'ioin'linp; period until finally the rail l0is reached.

This is ol sullieicnt length to completely' stop the train upon thatcorrespondine1 serM tion ot track way.

Under no condition can this train be restarted while the semaphore l5 is:in the posi-- tion shown in Fig. 9 but as soon as tbc train in theblock 6 in advance leaves said block he contacts 17 and 19 will again besepa.- rated Cle-energizing' the circuit and releasinu the armature 34so that the springl 56 will move it and the train pipe line will againbe closed to release thel brakes. Then 'the power circuit will berie-established permitting the train to proceed to the next block li.

lt will be seen that l have described one embodiment ot the inventionmany Yfeatures oit which, including` matters ot ar alignment. design,combination and detail, may be variously modified without departing'from the inlderlyinal principles and it is not intended to limit theinvention to such features except in so ltar as set forth in the appended claims.

Vilhat is claimed is:

l. ln a train signaling1 and controlling' system :tor electric trains inwhich the track@ way is divided into a series ot blocks elec tricallyinterrelated, each oit said blocks being` provided with a semaphore theoperation o'l which is controlled by a train in the block in advance, aseries o'l separated signal rails oli progressively increasing` lengthwith respect to the direction ot travel or the train said rails being'electrically connected and termine` a portion et an electric circuit normally open, and means for closing` said circuit operated by the train inthe block in advance simultaneously with the actuation ot the semaphorethereby, a circuit carried by the train in the block following the onein Sli advance, and means carried by said Vtrain adapted tobeelectrically operated when a contact memberl on said train successivelyengages said signal rails thereby successively connecting said circuitwith saidsemaphore circuit and successively establishing an energizedcircuit whereby the current driving said train will bealternatelyinterrupted and reestablished corresponding with thesuccessiveengagement with the-said rails and the brakes therebyalternately applied and `released andthe speed of the said train reducedaccordingly, the 'linal signal rail being tolsuiiicient length to stopthe said train.

2. in a train signaling and controlling system for electric-trains inwhich the trackway `is divided into a series of blocks electricallyinterrelated, `each'o'f said blocks `being provided witha semaphorethefoperation of which `is controlled-by a train in the block inadvance, a seri'esotseparated signal rails of progressively increasinglength with respect toA the direction o'ittravel of the train said railsbeing' electrically connected and forming a portion 'of an electriccircuit nor- 'maliy open, `and means for closing said circuitvv operatedVby the Atrain in the block kin advance simultaneously with theactuation of the semaphore thereby, a circuit carried 'by the train inOthe `block following the one in advance, and means carried by saidtrain adapted to be electrically operated when a contact member on saidtrain successively engages said signal rails thereby lsuccessivelycenncctingsa-id circuit with said semaphore circuit and successivelyyestablishing an energized circuit whereby the ycurrent driving saidtrain will be alternately interrupted and re-established correspondingwith the `successive engagement with the said rails and thebrakesthereby alternately applied and released and the speed 'of thesaid train reduced accordingly, the inal signal rail being of suliicientlength to stop said train, and

Lesen/5i means for reestablishing thefflow of driving current and forreleasing-said brakes -to restart said train.

3. ln a train signaling and controlling system for electric trains inwhich the tracl -wajy7 is divided into a `series of blocks electricallyinterrelated, `each of said blocks being provided with a semaphore theoperation of which is controlled by a train in the `block in advancel` aseriesot separated signal rails of `progressively increasing length withrespect to the direction of travel oi the train said `rails beingelectrically connected and forming-a portion'ojl an electric circuitnormally open, and means for `closing said circuit operated by the trainin the block in advance simultaneously with the actuation oit thesemaphore thereby, a circuit carried by Vthe train following the one inadvance, and means carried by said traincomprising an electro magnet,anarmature i'or'said magnet, an `air valve and -a switch operativelyconnected to said arinaturc and adapted to be opened and closedrespectively and simultaneously when a contact lmember on said train`engages said'signa'l rails to close said train Vfarried circuit andconnect same with said semaphore circuit `to establish an energizedcircuit and 4thereby energize said electromagnet to move said armaturewhereby the successive engagement of said train carried contact memberwith said rails will successively operate said armature to thereby causea corresponding successive interruption of 'the lflo-w of powerfcurrentto said train and a successive application oit the brakes to check thespeed of said train, the inal signal `rail being of sufficient 'lengthto stop said train.

Signed at Perth Amboy, in the county `of Middlesex and State of NewJersey, this 28 dayo'f- December, 1925.

JSEPH SZUCHY.

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